Train-controlling device.



J. J. BRENNAN.

TRAIN CONTROLLING DEVICE.

APPLICATION FILED APRRI, 1912.

1,083,588. I Patented Jan. 6, 1914.

WITNESSES: INVENTOR.

I Jain-ed J Bren'nan I I 7 By 4v 3' 7 W 7 ATTORNEYJ.

COLUMBIA PLANOGRAPH CO.,WASHINOTDN. n c.

UNITED STATES PATENT OFFICE.

JAMES J. BRENNAN, or. roar WAYNE, INDIANA.

' TRAIN-CONTROLLING DEVICE.

To aZZ whom it may concern Be it known that I, JAMES J. BRENNAN, a citizen of the .United States, residing at Fort Wayne, in the county of Allen and State of Indiana, have invented new and useful Improvements in Train-Controlling Devices, of which. the following is a specification,

This invention relates to train controlling devices in which means are provided for automatically bringing a train or car to a standstill at a predeterminedpointtor at a predetermined time.

A great many accidents on trains and electric, cars are caused by the failure of the operator of the train or car to remember or obey his orders, and the object of my invention is to provide means on the locomo-.

tive or electric car by which the operator is reminded of his order and by which, if he does not obey the order, the train or car will be brought to a standstill and thereby avert a possible collision with a train or car ahead of him which may be running in the same or opposite direction.

In the drawings I illustrate means by which my invention may be carried out in practice, in which Figure 1 is a view of a portion of an electric car and the air brake train pipe of the same to which is operatively connected the controlling and short-circuiting devices by which the brakes on the car are caused to be set; Fig. 2 is a sectional view of the controlling device and a side view of the shortcircuiting switch and, operating electromagnet; Fig. 3 a plan view of a section of the train pipe of the air brake system on the car having the release valve connected thereto and the means for actuating the value connected-thereto, and Fig. 4, a modification of connection between ,the electro-magnet and release valve particularly adapted for use on steam trains.

Referring to the drawings, 1 is a section of the frame of any cariand 2 is the train line oftheusual air brake, system ofthecar.

A- suitable release valve 3 is connected to line 2, the movable member 3 of which is adapted to be actuated by lever 4;. A spring 5 is connected at one endto lever 4 and at its other end to a suitable part of frame 1. A fusible member 6 is also connected tolever 1 and extendsin the opposite direction, to spring 5, the other end of the fuse being I connected to abinding post 7. carried by Specification of Letterslatent.

Application filed April 1,1912.

- Patented Jan. 6, 19 14..

Serial No. 687,938.

bracketi. which is mounted on frame 1. When fuse 6 isconnected to binding post 7 and lever, 4 itholds said lever awayfrom member 3v and places tension on spring 5; consequently when the fuse is blown or destroyed spring 5 rockslever & against memberq3 and causes the member to unseat thereby releasing the air under pressure in train line 2. The airbrakes on the car are i then set in the usual manner.

.At a suitable point, onupright frame 1 of the car I mount a clock mechanism 8 of any well known construction. On the front side of, the mechanism I provide a disk 9 which may be integralwith the dial 9 of the clock or a separate member which is a non-conductor ofelectricity. Near the outer edge oft-he disk Iprovide a circular row of .openings 10 which correspond to the minute marks on the dial ofthe clock,that is,.there are siXty openings 10, but there may be any other number of openings 10 which will correspond to any other division of the clock dial, Minute hand 11 which is secured to axis 14; of the clock mechanism, is elongated to make contact with plug 12 which may be insertedin any one of openings 10, and the continuity of the hand is interrupted by suitable insulation 13 in order that the portion of the hand beyond theinsulation shall be insulated, from aXis 14:. At a suitable point on the hand between insulation 13 and the outer endis attached a brush or contact finger 11 which is adapted to make sliding contact with a ring 15 which is .mounted on the front face of disk 9 the ring being a conductor'of electricity. On the rear side of disk 9 and in the rear of openings 10 ,is secured anotherring 16 having openings corresponding to openings 10, the ring be ing, also, a conductor of electricity. Plug 12, when inserted in any one of openings 10 makes contact withthe wall of the corresponding opening in ring 16.

A circuit wire 17 is connected to ring 16 and to one pole of battery 18, the other pole of the battery being connected, by circuit wire 21, to one pole. of a suitable electromagnet 20, and the other pole of the electromagnetis connected by circuitwire 19 to ring 15. Armature 22 of electro-magnet 20 is pivotally connected to a lever switch 23, which lever is pivotally mounted on plate 24. Viire 25 is connected to lever 23 and to plate 24 to insure a perfect electrical connection.betweenthe lever and plate and to prevent flashing of the current which passes through the pivot 23.

A wire 26 is connected to binding post 27 which is mounted on plate 24, and to the usual circuit wire on the car (not shown) by which the high voltage current in the trolley wire or third rail is conducted to the motors on the car. Switch lever 23 is adapted, when elevated by the electro-magnet, to make contract with switch point or terminal 28, which terminal is connected by "wire 29 to binding post 30. Wire 29 connects binding post 30 with binding post 7 on bracket 7 to which latter post the fuse 6 is also connected.

It is now apparent that I have provided a circuit between the high voltage circuit on the car and fuse 6, and from fuse 6 through spring 5, the frame of the car and the wheels to the rails or ground, which circuit is normally broken by switch 23. When electromagnet 20 is energized lever switch 23 is elevated to close the circuit between plate 24 and point 28 and the voltage current on the car is short circuited into fuse 6, the amperage of which fuse is less than that of the operating high voltage current. Hence the fuse is destroyed and spring 5 retracts to actuate lever 4 and cause valve '3 to release the air in the train pipe. When the electro-magnet is denergized the weight of the armature 22 and lever 23 is suflicient to cause these members to drop thereby breaking the contact between the lever and point 28.

Secured to minute hand 11 between insulation 13 and axis 14 is a branch hand 31 which extends outwardlysimilarly to hand 11, its outer end being adapted to make contact with plug 12 similarly to hand 11. The branch 31 is so arranged on hand 11 that its outer end shall be in advance of the outer end of hand 11 relatively to the rotation of the same, in order that branch 31 shall meet plug 12 a desired period of time before hand 11 does. In the drawings hand 31. is one minute in advance of hand 11 consequently it will make contact with plug 12 one minute before hand 11 does so. The outer extremities of both branch 31 and hand 11 are of sufficient elasticity or spring to slide on plug 12 without retarding the operation of the clock.

A circuit wire 32 connects axis 14 with one binding post 33 of an electric bell 34, and circuit wire 36 connects the other binding post 35 of the bell to the circuit wire 21 or directly to the same pole of battery 18 to which wire 21 is connected. There is therefore a bell circuit which includes ring 16,

which the armature 22 of elect-ro-magnet 20 is pivotally connected to lever 40 which is similar to lever 1 and is adapted to unseat the movable member 3 of valve 3 which is connected to train pipe 2 of the air brake system on the car or locomotive. Electromagnet 20 will be connected to the battery and disk contacts as heretofore. In this modification the winding on the electromagnet will be that required to enable the battery current to impart sufficient strength to the magnet to cause armature 22 to actuate the lever and open the valve. The structure just described is that which would be used on a steam train and maybe used equally well on an electric car.

The operation of the device is as follows: The operator of the car receives an order to stop or to pass a car at a certain point. He is familiar with the schedule and mileage of the road and knows the distance to the point designated in his order and also knows how long it will take the car to travel. said distance. For example, he receives an order at ten oclock to meet a car running in the opposite direction at a certain siding which he knows will require twelve minutes of time to make. He will insert plug 12 into the opening 10 corresponding to 10 minutes, say, after ten. Hand 11 and branch 31 are continuously traveling around, and brush or finger 11 is constantly in contact with ring 15. When branch hand 31 strikesplug 12 the circuit between axis 13, branch 31, plug 12, ring 16, wire 17, battery 18, wire 36, bell 34 and wire 32 is thereby closed and the bat tery current is effective to ring the bell. This is a warning notice to the operator that he is near the point specified in his order. He will then remove plug 12 and stop his car at the point designated, or otherwise obey the order which he received. If for any reason he does not hear the bell or fails to remove the plug the hand 11 will strike the plug the selected time after branch 31 has done so and the circuit will thereby be closed between ring 15, brush 11 hand 11, plug 12, ring 16, wire 17, battery 18, wire 21, electro-magnet 20 and wire 19. The battery current therefore energizes magnet 20 and lever 23 is caused to make contact with point 28. The latter contact closes the circuit between wire 26 and wire 29 whereby the high voltage current in the trolley wire or third rail is short'circuited through the fuse by which current the fuse is instantly blown since it is of a greatly less amperage than that of the current in the trolley wire or third rail, or other conductor. The blowing of the fuse relieves the tension on spring 5, which spring rocks lever 4 and unseats the movable member 3 of valve 3. The air under pressure in the train pipe is therefore released to set the brakes in the usual manner and the car is necessarilybrought to a standstill. The operator cannot release the brakes thereafter until he inserts a new fuse 6.

The relative positions of the outer ends of hand 11 and branch 31 may be those desired or preferred by the user, and any desired identifying marks for openings 10 may be applied to disk 9. In the case where armature 22 is pivoted directly to the valve actuating lever the battery current instead of energizing the magnet to cause the armature to close a switch causes the armature to open the valve.

Various modifications in details of construction are possible, hence, I do not wish to be limited to the precise constructions described and shown. I believe I am the first to make use of the high voltage operating current of an electric car for causing the brakes on the car to be set at a predetermined time.

What I claim is:

l. The combination with a car having an air brake system and a high voltage operating circuit, of 'a valve connected to the system and adapted to release the air under pressure therein, a fusible member normally closing the valve, a normally open electric circuit connected to the fusible member and the high voltage circuit, an electro-magnet, means to close the normally open circuit and operatively connected to the electromagnet, and a normally open energizing circuit connected to the electro-magnet, comprising a battery and clock mechanism having means to close the said circuit at a predetermined time.

2. The combination with a car having a high voltage operating circuit and an air brake system of a valve mechanism connected to the system for releasing the air under pressure therein, a fusible member connected to the valve mechanism, an electric short circuit connected to the high voltage circuit and to the fusible member, a switch in said short-circuit normally opening the same,

- an electro-magnet operatively connected to the switch to cause it to close the said short circuit, an electrlc clrcuit connected to the electro-magnet for energizing the same and means connected to the latter circuit for controlling the flow of the electric current therein for the purposes described.

3. The combination with a car having an air brake system and a high voltage operating electric circuit, of a valve to release the air under pressure in the system, means to actuate the valve, a fusible member connected to the latter means, a short-circuit connected to the high voltage circuit and the fusible member, a switch normally breaking the short circuit, an electro-magnet to close the switch, an electric bell, a clock mechanism having two insulated conductors in circuit with the electro-magnet, and its axis and one of the conductors in circuit with the bell, and means operatively connected to the clock mechanism for controlling the flow of electricity to the bell and electromagnet in succession at predetermined times for the purposes described.

4. The combination with a car, of an electro-magnet, an electric bell, a clock mechanism having a revoluble axis and two conductors of electricity which are insulated from each other and from the mechanism, an adjustable plug in contact with one of the conductors, an electric circuit connected to the electromagnet and to the conductors, an electric circuit connected to the bell and to the axis of the mechanism and to the conductor having the plug in contact therewith and means connected to the axis of the mechanism to electrically connect the axis and the plug and to electrically con- 85 nect the plug to the other conductor whereby electric current is caused to flow through the bell and the electro-magnet in succession at predetermined times for the purposes described.

' In witness whereof I have hereunto signed my name this 26th day of March, 1912.

JAMES J. BRENNAN.

Witnesses:

Bnssrn E. MANNIX, ELWIN M. IIULsE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of ratents Washington, D. G. 

